Heating system.



E. E. GOLD.

HEATING SYSTEM.

APPLICATION FILED 001:.22,19o9.

Patented Dec, 10, 1912.

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INVENTOR WITNESSES:

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3. E. GOLD. HEATING SYSTEM.

APPLICATION FILED 00122, 1909.

PatentedIDec.l0,l9l2.

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I E. E. GOLD.

HEATING SYSTEM.

APPLICATION FILED 00122, 1909.

Patented Dec. 10, 1912.

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E. E. G'OLD.

HEATING SYSTEM.

APPLICATION FILED o0'1'. 22,1909.

1,046,458. Patented Dec. 10, 1912.

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E. B. GOLD.

HEATING SYSTEM.

APPLICATION FILED 001:. 22, 1909.

1,046,458. 7 Patented Dec. 10,1912.

6 SHEETS-SHEET 5 INVENTOR WITNESSES:

ms NORRIS pzrsns cm, WASHINGTON, n. c.

B. E. GOLD.

HEATING SYSTEM. APPLICATION FILED 0011.22.1909. 1 046 458. I Patented Dec. 10, 1912.

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EDWARD E. GOLD, OF NEW YORK, N. Y., ASSIGNOR T0 GOLD CAR HEATING & LIGHTING COMPANY, OF NEW YORK, N. Y., A CORPORATION OF NEW YORK.

HEATING SYSTEM.

Specification of Letters Patent. Patented Dec, 10, 1912-,

Application filed October 22, 1909. Serial No. 523,997.

To allwlwm it may concern:

Be it lmown thatI, EDWARD E. Gore, a citizen of the United States, residing in the borough of Manhattan, city, county, and State of New York, have invented certain new and useful Improvements in Heating Systems, of which the following is a speci-' fication.

In my application for patent for an 1mprovement in heating systems, No. 468,109 (Patent No. 985,410, dated February 28, 1911), I have described certain heating systems'especially applicable to the heating of railway cars by steam or 1nd1rectly by hot water, and a thermostatic mechanism for controlling the same comprising an expansible vessel removed from the zone in which the heat sensitive medium is located, and a vessel carrying a heat sensitive or thermostatic fluid exposed to the controlling tem-. peratures in a peculiarly advantageous manner. The present application is based principally onmatter carved out of the aforesaid application,including a system in which I employ the'improved thermostatic mechanism of said application and certain other features which are referred to in detail hereinafter. In a still earlier application, No. 455,470, I have described and claimed broadly a system utilizing a thermostatic mechanism of.the same general class and the present application covers specifically certain apparatus coming within the terms of said broadclaims. parts of the complete system are included in other divisional applications.

The accompanying drawings illustrate apparatus embodying the invention.

Figure 1 is a perspective view of aninterchangeable system,that is to say, one operable lat supply-pipe pressure or at approximately atmospheric pressure, at will. Fig. 2 is a similar view of an atmospheric pressure system. Fig. 3 is a similar View of another interchangeable system. Fig. 4 is a horizontal section through the admission valve and the discharge pipe of Fig. 3. Fig. 5 is a vertical section through the said discharge pipe. Fig. 6 is a perspective view of another style of interchangeable system. Fig. 7 is a vertical section throughthe discharge pipe thereof. Fig. 8 is a horizontalsection on the line 88 of F ig. 7. Figs. 9 and 10 are respectively a vertical cross-section and a partial plan of a multiple radiof the car.

Other apparatus and 14 are vertical sections of a valve of the system shown in Fig. 11. Fig. 15 is a-hori zontal section of the automatic valves of] Fig. 11 with adjacent parts in plan.

Referring to the embodiments of the invention illustrated, the usual train-pipe A carries a pressure of steam reduced from that in the locomotive boilerand varying from 40 to 80 pounds generally, and extends the length of the can. It is provided under each car with suitable branches B leading to the radiating systems on opposite sides The rad ating pipes arerepresented. at C. Steam passes therefrom through branches to a vertical discharge pipe E passing through the floor of the car, the level of the latter being indicated by the dotted line F. In the ordinary systems in which steam is employed under pressure the admission valve stands continually wide open and the discharge end of the radiating system is closed by a trap containing a valve which opens at intervals to permit the discharge of the water of condensation and then closes again to retain the pressure. In the so-callcd vapor systems operating approximately at or below atmospheric pressure, the discharge is open and the admission valve is controlled in accordance with the quantity of steam desired, either by maintaining it only partially open or by alternatelyopening and closing it. The

apparatus of Fig. 1 is designed to secure, at will, either one or the other of these operations, that is to say, it is interchangeable from a pressure system to a vapor system and vice versa. The discharge from thevertical branch E asses through a downwardl inclined pipe at the lower end of whic is a hand valve H of the common blow-ofi type, to the lower, part of which is attached a thermostat J hereinafter referred to in detail. Branching from the pipe G in advance of the blow-ofi valvefi 1s a trap K of a known type which operates as above described to'st-an'd normally closed and to open at intervals to permit the discharge of the Water of condensation. At the opposite side of the pipe G is located a pressure valve L of a common Gold type adapted when the pressure in the system falls nearly to zero,

pressure can accumulate.

art of the steam and water willescapeto open and permit the escape of any water and to admit air in case of a vacuum. An automatic admission valve M is located in the branch B-eIosuy adjacent to the thermostat J and *is; under control thereof. Within the car is a hand-admission valve N and a pressure-reducing valve 0 whereby when operating as a pressure system any desired pressure maybe used up to the limit determined by the pressure .in the trainpipe. Supposing the hand valve N open, the train-man will control the operation of the system by merely opening andclosing the hand blow-01f valve H. When this valve is closed the discharge must take place through the trap K and the system will operate asj'a pressure system. of the ordinary type. When the blow-oft" valve I-Iis open a free exit is provided continuously for the steam and water of condensati and no All or tlie greater 'h'rough the blow-off, and thethermostat is designed to use the heat of the heatinginediunl passing therethrough for closin the automatic admission valve M so as'todimit the admission of steam in accordance with its consumption in the radiating pipes.

In the system shown in Fig. 2 there is'no trap. The steam and hot water from the radiating system pass out through the branches D, and the vertical discharge pipe E through the thermostat J, so that the automatic admissionvalve M is always under control from the-heatingmedium. This is a simple vapor system.

Figs. 3, 4 and 5 illustrate an interchangeable systemoperating in substantially the same way as that of Fig. 1; the principal differences being in the location and construction of the trap and thermostat at the end of the system. The steam from the branches D of the radiating system passes over a discharge valve P automatically oper ated so as ,to form a trap for the Water of condensation when the system operates in under pressure, and thence to a blow-01f valve H located just beyond the trap valve in the same fitting. .The trap and the combined blow-off and thermostat are arranged concentrically with the latter surrounding the former- The valve body of .the trapis indicated at Q and ismounted' at the upper end of a valve rod R. running down through the vertical pipe S 'oii the trap to a vessel T atthe bottom carrying" athermostatic liquid which is expansible vertically whenthe liquid is vaporized by'the heat of the escaping heating medium. -.The outer pipe U surrounding the trap pipe is the blow;ofi pipe and communicates at its upper end with. a hand valve, the'bodyof which is indicated at V. The lower end of the blowoff pipe is coupled to a support W in the form of a pipe with openings K through its volutions of a spiral or helicoidal pipe Y located. upon the outside of the supporting pipe I; the latter being coupled to the disarrangement will be understood more readily from Fig. 8. The thermostatic mechanism which is used for controlling the admission. valve (and also the discharge valve in some of the constructions hereinafter'referred to) is divided into two principal parts, one carrying out the expanding function and which I term generally the expansible member, and the other constitutheat sensitive medium is exposed to the heating medium. The coil Y for example, in the combinations shown constitutes the thermostatic member. It is made up of copsealed and the upper end being connected (1!. by which the pressure generated in the thermostatic medium is communicated to the expansible vessel. The coil is sup orted cup-shaped washers b, and nuts 0 near the oppositeends of the supporting pipe W.

the convolutions of the coil in contact with or of air between them, or these nuts may set the boil with greater orsnialler passages between the convolutions. The cold air is blowing on the coil at all times that the train is running, and the effect of separating the convolutions would be to expose the coil more extensively to the cooling action of the air and to render the system more sensitive to the coldness of the outer air. The use p of a coil of pipe as the vessel for carrying the thermostatic .fiuid and exposing 'itto the heat and cold has great advantages, especially in that it expands and contracts freely and can be made free from joints except the single. jointwhich connects it with the expansible vessel adjacent to the valve, in thatit exposes a large surface to the steam at one side and to the-air at the other side, and in that it can be readily and already 1n use. To permit the escape of air from the coil Y while filling it a small orific'eis left at the bottom which when the necessary quantity'of the thermostatic liquid is introduced, is closed by a plug d, Figs? and 11 which is sufficiently tight to permit the coil to be soldered soas to close the opening hermetically.

It has always been a diiiicult matter provide for the proper ventilation or exposure to the atmosphere of the vessel carrying the thermostatic liquid. In practically tall the traps employed in car heating this ing the thermostatic member; in which theby a tight joint Z to a small flexible pipe' about the supporting tube W by means of The nuts 0 may be adjusted so as to hold cheaply applied to traps or heating systems sides through which the steam and hot water can come into direct contact with the con-' charge pipe Ufrom the blow-0E valve. The

per or brass tubing, the lower end being 4 each other and prevent the passage of steam loo ' theoretical vessel has been inclosed (like the vessel T, Fig. 5), and efforts have been made to secure as full an exposure to the atmosphere as possible. With the present system and especially with the coiled pipe serving as the vessel for carrying the thermostatlc liquid, there is a perfect exposure to the atmosphere. This 1s of-importance 1n determming the sensitiveness of the system. For

perfection the system should operate so sensitively as to maintam as nearly as possible the same temperature at the d scharge end of the. radiator as at 1ts admissionend, thus getting the greatest eflicienc'y out of the piping whose radiating surface is designed for a standard temperature. With a thermostat of the kind shown in Fig. 1, I have succeeded in securing, without appreciable Was e of steam and working; at atmospheric pressure, a temperature at the discharge end of'the radiator approximately 12 per cent. greater (above zero Fahrenheit) than can be secured under the same conditions with the best traps of the type .in which thethermostat is inclosed. Also the large exposure to the air accomplishes a very perfect regulation of the heating of the car; the rapidity with whichthe valve is opened and shut varying widely under different atmospheric temperatures. The coiled pipe or vessel carrying the volatile liquid is not separately claimed in the present application, being claimed in another application, (No. 523,998).

The admission valve designated as a whole by the letter M is shown in detail in Fig. 4. The *alve body e is pressed away from the seat. by means of a spring 9 engaging the inner end of the valve stem. The stem h-passes through a stufiing-box j to-the'inner movable face of the expansi ble vessel 1 which is connected by a joint Z to the pipe a communicating with the coil Y. The expansible vessel is held within a ring he supported by a spider n extending from the stuffing-box; and is clamped in place by a ring 0, makmg a bayonet joint connection with the rlng m. The outer ring 0 has a cross-bar 79 serving to hold the outer wall of the expansible vessel rigid, 'and the outer wall of the vessel has a depression 9 at its center for limiting the inward movement of the inner wall k. 1

The system of Figs. 6, 7 and 8 is similar to that of Figs. 3, 4 and 5 except that for the trap there .is substituted a drip mechanism. The main valve for the discharge of steam or water of condensation is V, and it rests upon a seat V in the casing 42 to which the pipe U is attached. The valve V is provided with a passage sthrough its center leading to a drip tube 8 all of which parts move with the valve, and has a seat 8 upon which the drip valve 8 closes by screwing its stem 25 in and out. The valve V has engaged by a flange on the drip valve 8 approximately continuous purgin a cylindrical extension V provided with openings V for the passage of water therethrough, and provided at its upper end with a shoulder or rim V? which is engaged by a spring 1- and pressed downward to force the valve V always toward its seat. The shoulder or rim V is a flange on an inner tubular member V, the lower edge of which constitutes an inner shoulder adapted to be when the latter is raised. With this mechanisma small outlet s to-the drip tube .9 may be left open through which the water of condensation may drip at substantially the same rate as that at which it-i s formed in the rad'ating pipes, the outlet being so small as to hold back the steam and maintain the .esired pressure; thus insuring'an ofthe water of condensation as distinguis ed from the intermittent purging action of the ordinary trap. The b'low-oif valve V is normally pressed to its seat by-means of the spring 7'. I When the handle is turned slightlytolift the drip valve off its seat there is a slow escape of water of condensation, and the maintenance of the pressure of steam in the radiating pipes. When the handle is turned farther the blow-off valve V is lifted from its seat and the steam escapes rapidly and down through the outer blow-01f pipe U and its extension surrounded by the coil Y connected to the admission valve through the connecting pipe 0. The discharge fromthe drip is through the inner 100 pipe-u screwing at its upper end into a ring cast within the casing 'v of the valves and extending the full length of the outer pipe and the tubular support W is preferably of malleable cast iron with a flange b at its 1 The device of Fig. 7 isseparately claimed in my application No. 562,397.

The principles of the previously-described systems may be applied with advantage to two or more radiators in a car, using a single thermostatic mechanism for all the radiators. Such a system is shown in Fi 9. and 10. The train-pipe A carries s eam through a strainer to a branch B, whence it passes through an automatic admission valve M to a short, approximately horizontal pipe B and a vertical pipe Bfiwhence run-the upward branches B B to the two different radiators or systems of radiating pipes C at opposite sides of the car; the usual int-ermedlate stop valves N being preferably provided at the top of the vertical pipes B and B. The discharge pipes D from the radiators pass by way of vertical pipes E to inclined pipes G G and thence to a vertical tubular support W upon .which is carried the coil J containing the volatile medium connected by means of a pipe agwith the expansible vessel 1 .oithe mission valve." There is practically no inter-communication between the radiating systems from their i-nletsto the thermostat at their outlets, which might cause the suckin' up of steam from the dischar e at one ra iator'into the radiating pipes 0. an-

other when the latter issuddenly cooled and a-vacuum formed therein, or when the-fonmeris subjected to a sudden excess of pres:

sure. The "absence of any. common main,

and the carrying of. the heating medium from each radiator independently prac-v tically to the'point of discharge, avoldsany interference and is particularly ladvantageous in connection witha' vapor system such as is illustrated. As a. securityv against the accumulation of water injthe piping between the automatic admission valve M and the stop valves N, there is introduced, at a point near thelower'endof this iping, a

small steamtrap w of any suitab e design and which permits of the .esc'apeof water ofcondensation when the latter. accumulates,

.but closes as soon as thesteam commences to "escape'therethrough. Such a trap 'w -is of advantage whether the automatic.- adm sslon valve -M be arranged to supply steam to.- ''both sides of the car, or to one side only, and

whether the system be a 'vapor system or an ."inter'changeable 'system.: For example, it may housed in connection with the'system of Fig.1 asshown, where both an admission' and a discharge. valve are-thermostatically controlled, the automatic admisssion valve being at a point below .the piping within the car; It is especially useful, how ever, in atmospheric .pressure systems since in these there is a'tendency of the water of "-udensation to flow back toward the admission valve in the (portion of the piping above referred to, an

to, obstructand perhaps by freezing prevent the .proper opera- "tion of the system. The trap maybe ,c-on I nectedto the angle between the pipes B andv B by means of a nipple and strainer in order to keep its seat clean.

Figs. Hand 15 illustrate an interchangeable'system in which an automatic admis- S1011 valve and an automat1c d1scharge or trap valve, both within the car, are controlledby the temperature at the discharge end of the system. The automatic fluid pressure-actuated valves M and M are similar to that shown in Fig. 4 with the addition of a hand-actuated stem w by which the strength of the spring 9 may be regulated in each of the two valves and which when it is screwed far into the valve cas;

ing, will come into contact with the inner end of the stem of the valve e. so as to hold this normally automatic valve positively open." The thermostat J carried at the end of the vertical discharge pipe'y, 1s connected by, means of a connecting tube. a to a similar small'tub'e having a 'pair of branches 2 and 2 communicating respectively with the expansible vessels 1' of the discharge and admission valves M and M. A handoperated three-way valve 3 puts the main pressure tube a. into communication with either, both or neither of thevalves M, M of the heating system. The 'style ofjvalve shown in Fig. '15- may be used with an of the other'systems shown, but is especially applicable to the system shown inFigs. 11

.to, 15; The hand operated stems a: may be used to set-the springs of the valve to determinable resistances to oppose the movement of the. valve'slby theexpansible vessels, and are in that respect equivalent to the adjusting stemsofordinary pressureregulating .valves, and they may be pro-' vided .or not with indicators to show the amount of pressure to which the valves are set; that is to say, the amount of pressure which-is. required to close each of the valves. The pressurein thiscase is the pressure of the. thermostatic fluid and not that of the heatingmedium, It is not therefore so imsame purp0se,b ut preferably the two-mechanisms are provided together :in the same sys-.

temp If the adjusting stems be set so that the admission valve will 'operateat a, lower pressure than the discharge valve, the first effect of escapingsteam would. be to close the admission valve; whereupon there would be little or no'increa'se of pressure in the thermostatic fluid, and the discharge valve would remain open, 'the admission valve openmg and closing as the rapidlty- (it condensation requires (or assuming an intermediate position, balancing the admission and condensation). If, on the other hand, the discharge valve is set to operate at the lower temperature pressure, then as steam passes through the system the discharge valve will close and will cut oil the discharge before the pressure in the thermostaticfluid increases sufficiently to-close the admission valve, and the system will operate as an ordinary pressure system. Or the two adjusting stems ramight be so set as to protide only a slight diiierence in the pressures necessary to operate'the two valves. so

that the passage of steam through the discharge pipe would affect the operation of both Valves; the adi'plsslon or thedischarge valve, as desired, being arranged to operateslightly 'in advance of the other. The above-- described operations assume that the threeway valve 3 is turned to the position for admitting pressure to both the automatic valves. By suitably manipulating the threeway valve, both the automatic valves may be cut off from the pressure so that they will both stand open, as is necessary, for example, in blowing out the system. Fig. 12 shows this position. By turning the threeway valve to the position of Fig. 13 or to that of Fig. 14 the admission valve or the discharge valve respectively would be alone controlled by the thermos atic mechanism and its sensitiveness would be adjusted by the stem :12 thereof.

While it is' possible to use other styles of thermostat the coilillustrated in the previous figures is especially useful in steam heating systems for railway cars in the readiness with which it can be applied to the usual discharge pipe extending under the floor of the car, in the extreme sensitiveness due to its wide exposure to the wind causedby the movement of the car, in its elasticity and jointless construction, which enables it to withstand the hard usage of train service perfectly, and in the ease with which it may be brought into communication with one or more valves to be controlled at a distance, which valves are generally located above the discharge end of the'system. Thus the expansible vessels may contain air or vapor only, the whole body of liquid which is to be vaporized being located immediately at the point where the heat is applied; the vapor which passes into the expansible vessels and connecting tubes running back by gravity'mto the column when it is condensed. These and other features of convenience, cheapness and rel1ability make this coil an element of special value in combination with a car heating system.

The combining of two or more radiators upon a singleadmission valve, as in Figs. 9 and 10, may be practised with the several arrangements and details of thermostat and automatic valves disclosed in the other figures of the drawing.

What I claim is 1. A car heating system having a radiator within the car and discharging outside of Copies ofithis patent may be obtained for five cents each, by addressing the the car, said system having a valve controlling the flow of steam through said radiator, and thermostatic means ior controlling said valve including a coil of pipe surrounding thedischarge and carrying a thermostatic fluid and exposed to the outside air and to the heat from theescaping heating medium.

2'. A heating system including a fluid pressure-controlled admission valve, a fluid pressure-controlled discharge valve, a single thermostatic means for generating fluid pressure, means for applying said fluid pressure to both of said valves, springs in said valves acting against said' fluid pressures,

and means tor adjusting the strengths of said springs separately for given positions of the valves to insure the operation of either at will at a lower fluid pressure than the other.

3. A heating system including fluid pressure-actuated discharge and valves, a single thermostatic means for generating fluid pressure, meansfor applying said fluid pressure to both of said valves to close them, and manually-controlled means forholding said valves'open separately.

4. A heatingsystem including a discharge valve, and an admission valve, separate expansible vessels controlling the respective val ves, a thermostatic liquid-containing ves sel in communication with said expansible vessels'for introducing fluid pressure thereinto to expand them, and means for cutting off said communication with one or the other of said expansible vessels at will to prevent the introduction of such fluid pressure thereinto.

5. A heating system including a discharge valve, and an admission valve, separate eX- pansible vessels controllin the" respective valves, a thermostatic liquid-containing vessel in communication with said expansible vessels for introducing fluid pressure thereinto to expand them, and manually-controlled meansfor holding said valves open separately.

In witness whereof, 1 have hereuntosigned my name in the presence of two subscribing witnesses. I

EDWARD E. GOLD. Witnesses D. ANTHONY USINA, THOMAS F. VALLACE.

Commissioner of Patents,

Washington, D. C.

admisslon 

